Gas ob oil engine



(No Model.) 2 Sheets-Sheet -1.,

L H. NASH. GAS OR OIL ENGINE.

No. 583,628. Patented June 1,1897.

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WITNESSES INVENTOR ORNEYS.

(No Model.) L H NASH 2 Sheets-Sheet 2. GAS 0R OIL ENG-INE- No. 583,628.Patented June 1,1897.

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ATTOR N EYS.

UNITED STATES PATENT LEIVIS IIALLOCK NASI LOF SOUTH NORWVALK,CONNECTICUT, ASSIGNOR TO THE NATIONAL METER COMPANY, OF NEIV YORK, N. Y.

GAS OR OIL ENGINE.

SPECIFICATION forming part of Letters Patent No. 583,628, dated June 1,1897. Application filed January 14, 1896. $erial No. 575,459. (Nomodel.)

T at whom it may concern: I

Be it known that I, LEWIS HALLOCK NASH, a citizen of the United States,and a resident of South Norwalk, in the county of Fairfield and State ofConnecticut, have invented certain new and useful Improvements in Gas orOil Engines, of which the following is a specification.

My invention relates to gas or oil engines; and it consists of certainparts or combina tions of parts particularly pointed out in the claimsconcluding this specification.

In the accompanying drawings, Figure 1 is a vertical section through agas-engine involving my invention. Fig. 2 is a vertical section of thesame on a plane at right angles to that shown in Fig. 1, and Fig. 3 is adetailed 7 by the piston-face closing the port 13.

View of the governing device.

In the accompanying drawings I have shown my invention applied in theforms which are at present preferred by me; but it will be understoodthat various modifications and changes may be made without departingfrom the spirit of my invention and Without exceeding the scope of theconcluding claims.

The following is a description of the preferred form of structure shownin the drawings.

5 is the cylinder, and 6 6 are water-jackets of ordinary construction.

7 is a cylinder-head.

8 is the piston.

9 is a compression-chamber communicating with the valve 11 by means ofduct 10. The Valve 11 is of the rotating or oscillating type, and inconnection with the piston 8 controls the admission of air to thecompression-chamber 9 and into the power-chamber 12. When the piston 8and the Valve 11 are in the position shown in Fig. 1, the valve isclosed. The

admission of air to the cylinder is prevented by one of its faces andthe admission of compressed air to the chamber 12 is prevented Thepiston in this position hasj ust begun its downward stroke and istherefore compressing air in the chamber 9. hen on descending it hasuncovered the port 13, the compressed air enters the chamber 12. Whenthe piston on returning closes the port 13, the valve is rotaied so asto open the air-admission port 14 permitting the injection of oil.

and to permit the entrance of air to the chamber 9. The motion of thisvalve is controlled by the eccentric 15, connected to the valve by meansof the rod 16 and crank 17.

19 is a counterbalance-weight for the crank and connections.

20 is the fly-wheel.

Referring to Fig. 2, 22 is a hood or chimney provided with an interiorlayer of asbestos or other suitable non-conducting material 23, providedat its lower end with openings 24 and with a lateral opening 21, throughwhich a Bunsen flame is introduced on starting the engine.

25 is a permanent igniter and evaporator.

26 is a tube having a valve-seat 27 at its inner end, through which tubeoil is introduced into the evaporating and igniter chamber 25.

28 is the oil-duct.

The valve-rod 29 is caused to reciprocate by means of the mechanismshown in Figs. 2 and 3. An eccentric 30 operates an arm 31, shaft 32,and arm 33. The eccen trio 30canses the arm 33 to depress the rod 29against the force of the coiled spring 34: at suitable intervals,thereby opening the valve 27 and This eccentric 30 in its operation iscontrolled by a governorweight 35 of ordinary construction, which variesthe throw of the eccentric and therefore the movement of the arm 33. Theoil-duct 28 extends up into the igniting-chamber and the oil istherefore heated before it passes the valve 27.

The operation of the device is as follows: Air is compressed in thechamber 9 by the downward stroke of the piston and is admitted to thepower-chamber 12 when the piston is at the bottom of its stroke. In thisposition the upper face of the piston is level with or projects abovethe inlet-port 13, due to the fact that it is contracted incross-section near the top. (See Fig. 1.) This upper portion of thepiston deflects the inrushing current of air upward, causing a completeor nearly complete evacuation of the spent gases through theexhaust-port 18. The piston ascending closes the inlet and exhaust portsand compresses the charge of atmospheric air in the power-cylinder andin the evaporating and igniting chamber, which is in free communicationtherewith. lVhile the piston is on its upward stroke oil is admittedinto the i gniting and evaporating chamber and is there converted into avapor by contact with the hot walls of the chamber 25 and is at the sametime there mixed with a small portion of air. As the piston ascendscompressed air is forced into the evaporating and igniting chamber,compressing the vapor above it, but not forming therewith a completemixture until the piston on its upward stroke has passed the lower edgeof the mixing-chamber, whena jet of air is injected into that chamber,the velocity of said jetincreasing as the space above the pistoncontracts, or, in other words, as the orifice through which the airpasses into the evaporating-chamber diminishes. Thus a jet of air isforced into the mixing-chamber, which agitates and mixes its contentsand forms a complete combustible mixture which is ignited by the hotwalls of the chamber. The agitating-jet of compressed air referred to iscaused by the contraction of the clearance space, as will be readilyunderstood by reference to Fig. 2. The explosion which follows drivesthe piston downward, and during its downward stroke air is drawn intothe compression-ch amber 9. \Vhen it has reached its lowest position,the inrushing of compressed air clears the chamber of spent gases, asalready described.

I have described the engine shown operating as an oil-engine, but itmight be operated by gas, either by introducing the gas through thevalve 27, as shown, or by introducing a combustible mixture formedexternally, in which latter case suitable changes now known in the artto adapt it for the new conditions should of course be made. Theevaporator and igniter might be used with any other form of engine-forexample, a four-cycle engine. Similarly, the construction minus theigniter could be used with any other form of igniter, either permanentor controlled.

In the foregoing specification I have incidentally referred to someofthe modifications which might be adopted in the practice of myinvention, but I have not endeavored to specify all the modificationswhich might be employed, the object of this specification being toinstruct persons skilled in the art to practice my inventions in theirpresent preferred forms and to enable them to understand their nature;and I desire it to be distinctly understood that mention by me of a fewmodifications is in no way intended 'to exclude others not referred to,but which are within the spirit and scope of my invention.

Many of the details and combinations illustrated and above described arenot essential to the several inventions, broadly considered. All thiswill be indicated in the concluding claims, where the omission of anelement or the omission of reference to the detail features of theelements mentioned is intended to be a formal declaration of the factthat the omitted elements or features are not essential to theinventions therein severally covered.

hat I claim is 1. In a gas-engine the combination with a permanentigniter of a mixing-chamber into which fuel and compressed air areintroduced, said chamber being in free communication with thepower-cylinder and means for causing an agitating-jet of atmospheric airto be introduced into said chamber at or before the instant of explosionto mix its contents and form a combustible charge.

2. In a gas-engine the combination with a permanent igniter of a chamberinto which a fuel is introduced, means for introducing into said chambera charge of air and for compressing therein without mixing the air andfuel and means for injecting therein an agitating-jet of air at orbefore the instant of explosion to mix its contents and form acombustible charge.

3. In a gas-engine, the combination with the valve for admitting thecharge or a component part thereof of levers 31, 33 and rockshaft 32,with the eccentric having a variable throw controlled by governor-weight4. In a gas-engine, apermanentignitercombined with a chamber into whichfuel and compressed air are introduced and finally mixed, said chamberbeing in free communication with the power-cylinder through a lateralopening and a piston which when approaching the limit of its upwardstroke leaves a clearance-space in the power-cylinder of smallercross-section than the passage to the mixing-chamber.

5. In a gas-engine, the combination with the power-cylinder of amixing-chamber into which fuel and compressed air are introduced, saidchamber being in free communication with the power-cylinder and meansfor causing an agitating-jet of atmospheric air to be introduced intosaid chamber at or before the instant of explosion to mix its contentsand form a combustible charge.

6. In a gas-engine, the combination with a power-cylinder of a chamberinto which fuel is introduced, means for introducing into said chamber acharge of air and for compressing therein air mixing the airand fuel,and means for injecting therein an agitating-jet of air at or before theinstant of explosion to mix its contents and form a combustible charge.

7. In a gas'engine the power-cylinder combined with a chamber into whichfuel and compressed air are introduced and tfinally mixed, said chamberbeing in free communication with the power-cylinder through a lateralopening and a passage which when the piston is approaching the limit ofits upward stroke leaves a clearance-space in the powercylinder ofsmaller cross-section than the passage in the mixing-chamber.

LEXVIS IIALLOCK NASH.

l'Vi tnesses:

M. WILsoN, C. RATHJEN.

